Seattle Bike Blog

Trails near Judkins Park Station will get lights

By

Tom Fucoloro

| Posted

March 9, 2023

Map from the SDOT project page.

Trail connections to the under-construction Judkins Park light rail station will get lighting as the city and Sound Transit work to improve station access conditions before it opens in … uh … well, at some point.

Judkins Park Station is the only new Seattle station on the East Link line, and it could be one of the most bike-friendly with the Mountains-to-Sound Trail passing directly in front of its 23rd Avenue entrance. Trails already connect to Judkins Park, Dearborn/Hiawatha, through Sam Smith Park bound for the I-90 Bridge, and the northern edge of Beacon Hill. These trails act as collectors for many bike routes in the Central District, Beacon Hill, Atlantic, and the North Rainier areas. It will be fascinating to see what kinds of new bike-and-transit combos will be possible and popular once this station opens.

These trails already get all-hours use, but the light rail station is sure to increase the number of people using them after dark. The lighting is funded by a $2.1 million Sound Transit station access grant and $520,000 in Move Seattle Levy funds.

Markings are already on the ground, and construction will take 7–8 months. Be prepared for “limited trail closures” while crews are working.

tags: I-90 trail, judkins park, judkins park station, sdot, sound transit

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WA Bikes: Driver’s license review bill ‘very likely’ + More legislature updates

By

Tom Fucoloro

| Posted

March 8, 2023
We are well into the phase of the legislative session where it becomes really difficult to keep track of which bills are moving, which ones are stalled, which have been amended to be better, which have been amended to be worse, and which are dead. So I highly suggest signing up for legislative updates from organizations like Washington Bikes, who are tracking things closely. You can also get a quick look at that status of biking and safe streets bills by checking out the WA Bikes bill tracker document.

Here’s the latest update from Washington Bikes:
We’re more than halfway through Legislative Session and things are moving faster than ever!

At this point in the legislative process votes can happen at any time, discussion and debate can take minutes or hours, and we’re working hard to get our bills through the process. There have already been some exciting votes, and there’s more to come.

Highlights for week 9 (March 6 – March 10):
- On Thursday, March 9, HB 1319 (driver’s license review after a collision involving a person walking or biking) is scheduled for Executive Session with no hearing needed! That means we will *very likely* have a new law soon requiring drivers who hit a person biking or walking to re-test for their license. This is a big win!
- Last week, a number of key bills passed out of their house of origin, including SB 5452 (authorizing impact fee revenue to fund bike and pedestrian infrastructure improvement), SB 5743 (a technical fix to Move Ahead WA) and SB 5583 (improving young driver safety). These bills are part of Washington Bikes’ safety agenda, and we’re proud to see them move through.
At this point in the session, only one of our priority bills has died – the #WrongonRed bill to ban right turns at intersections where lots of people walk and bike. Thanks to your advocacy, so many more good bike bills made it through.

Background information:
- WA Bikes 2023 Legislative Agenda
- Check the updated status of our priority bills in the 2023 WA Bill Tracker.
- Washington State Legislature general information. Find your legislators and learn more about the process
tags: 2023 legislature, washington bikes

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No, the city is NOT cutting down cherry trees to build a bike project

By

Tom Fucoloro

| Posted

March 7, 2023

Contrary to what you may have read on Twitter or saw written on yellow signs on trees on Pike Street near the market, Seattle’s decision to cut down cherry trees on the block between 1st and 2nd Avenues has nothing to do with bike improvements.

In fact, the project removing the trees will also remove the existing two-way bike lane on this block, a significant downgrade for biking. The change is part of the larger “Pike Pine Streetscape and Bicycle Improvements Project,” which does include exciting bike lane improvements between 2nd Ave and Bellevue Ave. However, the project’s design for the block with the doomed cherry trees will dramatically expand the amount of space for cars at the expense of all other users. Below are some concept images from the project’s outreach materials:

Looking at this, and you can see why it was so frustrating to read a Tweet from the Seattle Times that said, “To make way for a bike and pedestrian corridor, eight cherry trees will be cut down.” The exact opposite is true. This block’s design deletes the entire two-way bike lane and slightly reduces the sidewalk width in order to add car parking and widen the driving lane. Just because the concept image creators desaturated the colors in the “existing” photo doesn’t mean the “proposed” image is better. Here’s let’s try it another way:

For what it’s worth, Seattle Bike Blog would happily see the city cancel this one block of the project and more forward with the rest. This “curbless” street concept has yet to actually prove to be an improvement for walking or biking in Seattle, though they keep trying it (Denny Way near Capitol Hill Station and Bell Street are two such examples). In our deeply-ingrained car culture, cars will occupy every inch they can. The wider the driving lane, the faster people will drive, and if there is space that is not physically blocked, people will park their car there or use it to pass someone else. A curbless street is only better for people walking and biking if there are significant obstacles for cars or if cars are not allowed at all. The proposed design is worse in every way.

So keep the cherry trees until they actually need to be replaced. As David Kroman’s story in the Times notes (unlike the Tweet, the story gets the details right), cherry trees don’t love being in urban tree pits and might not last much longer. Maybe by then we’ll have a design for this block that truly does make it better for walking and biking.

tags: curbless streets, downtown, pike, pike pine renaissance, pike place market

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King County study finds helmet use unchanged after law repeal

By

Tom Fucoloro

| Posted

March 6, 2023

One year ago, the King County Board of Health voted 11–2 to repeal the county’s rare all-ages bicycle helmet law. One of the arguments in favor of repeal was that the law was not a top reason that most people choose to wear a helmet. To test this assertion, Public Health – Seattle & King County conducted an observational study (PDF) to assess helmet use after the repeal went into effect. And sure enough, helmet use remains high across King County, especially for people riding their own bicycles.

Researchers counted about 2,000 people at more than 50 different locations around the county. 91% of riders on personal bicycles wore a helmet while 45% of bike share users wore one. Only 9% of scooter share riders wore a helmet. Together, bike and scooter helmet use sat at 85%, with is higher than the 80% a similar study found in 2004. As David Kroman noted in the Seattle Times, the results are also nearly identical to a 2018 study led by a group of Harborview and UW researchers. This suggests that people are choosing to wear a helmet for reasons separate from the threat of police action, such as feeling safer with head protection.

It is probably worth revisiting this study in a few years to see if things change with time, but this initial result is a good sign that the Board’s reasoning was indeed sound. It should also be instructive for other places considering a helmet law repeal. The King County Board of Health was clear during deliberations that they supported the use of helmets, but they had concerns about inequitable enforcement. Black people in Seattle were 3.8 times more likely to get a helmet citation than a white person, an analysis by the volunteer-led Helmet Law Working Group found. “Differences in helmet use between populations cannot explain these disparities,” the group noted in their report. These figures do not account for stops that did not result in a citation.

On somewhat of a side note, the bike share figure is surprisingly high considering riders would have needed to plan ahead and bring a helmet with them. The sample size was 68, which seems significant enough to take seriously. As someone who owns a bike, my bike share use is mostly limited to spontaneous trips when I’m already out and about and unlikely to have a helmet with me. But I guess there are a lot of users who leave home knowing they are going to be using bike share to get around. It also suggests diverging use cases for shared bikes compared to shared scooters. Are scooters more likely to be used spontaneously while the bikes are more likely to be part of a user’s plan? We already know that bike share trips tend to be longer in distance than scooter trips, so perhaps this is another clue. It also suggests that there is value in bike share separate from scooter share, and that the two device types should not be considered interchangeable by government policy writers or by the companies offering them.

tags: bike share, helmet laws, helmets, king county board of health

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Greenways and Cascade seek more specifics in plan to get Vision Zero back on track

By

Tom Fucoloro

| Posted

March 2, 2023

The top 20 priority pedestrian safety locations. What’s the plan to fix them all as soon as possible?

SDOT is set to present their “top to bottom review” of the Vision Zero program to the City Council Transportation Committee March 7, and safe streets advocates are pushing for more specifics and hard deadlines to “light a fire under our elected leaders to get Vision Zero back on track,” as Cascade Bicycle Club put it.

In our previous story about the first draft of the Vision Zero review, we noted that a lot of the recommendations were internal-facing things like reorganizing internal processes and the department hierarchy. This is not necessarily a criticism of the review since this was its stated goal, but it’s also hard for the public to understand the impact of these internal changes.

The review includes lots of important findings and great statements about what needs to happen, such as the recommendation that the department must “Be willing to reduce vehicle travel speeds and convenience to improve safety.” But the review was somewhat lacking in specifics and timelines for making those necessary changes. Cascade and Greenways noticed this, too.

“[T]he public needs to know that tangible actions are coming next,” Cascade wrote in their sample letter that people can send to Councilmembers. Use their handy online tool to send your own letter. “Otherwise, it’s just another plan that gets put on a shelf.” Specifically, they are calling for Council to place a timeline on SDOT to accomplish tasks from the review, including a revision of the Vision Zero Action Plan, expanding turn on red restrictions, programming leading pedestrian intervals (giving walk signals a head start), and requiring follow-up progress reporting on these changes.

Seattle Neighborhood Greenways already offered their Vision Zero ideas back in November, which includes a lot more specific interventions the city could take. Much of their suggestions might be more appropriate for the Vision Zero Action Plan, which is why accelerating delivery of that update is important. This departmental review document is not going to get Vision Zero back on track, but it could help SDOT more effectively deliver safety-focused actions that the Mayor and Council task them with. (more…)

tags: bruce harrell, cascade bicycle club, greg spotts, seattle neighborhood greenways, vision zero

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WA Bikes: Turn on red bill is dead, license reexamination bill moving forward + more legislature updates

By

Tom Fucoloro

| Posted

March 1, 2023
From WA Bikes.

Washington State bills banning turns on red near many key locations statewide are officially dead after neither the Senate nor the House failed to move them forward before a session deadline. This is how many bills die every year, essentially running out of momentum rather than getting voted down. It’s common for an idea to take a few years of organizing and modifying before it finally makes it through, so this hopefully isn’t the end for turn on red restrictions in future years.

But there are still good things moving through the legislature. From the latest Washington Bikes newsletter:
Last week marked the House of Origin cutoff for bills to make it out of committee. Several bike safety priorities moved forward, but #WrongOnRed, the bill to make our streets safer by banning right turns on red at busy intersections, didn’t move past fiscal cutoff.

Thanks to the hundreds of you who advocated for #WrongOnRed. Despite this setback, we’re confident that we educated leaders and the public on the safety impacts of eliminating right turns on red at intersections, and think we’re closer to local-led action because of this push.

After an initial period of intense committee hearings, we’ll see a flurry of floor action over the next few weeks, where bill are voted on by the full House or Senate. After that, bills will head to the opposite chamber for committee consideration – and we’ll need your help demonstrating support for active transportation and safety.

Highlights for week 8 (Feb 27 – March 3):
- Yesterday, Monday, Feb. 27, WA Bikes priority bill, HB 1319 – legislation uniting the vehicular assault and Cooper Jones act, triggering driver’s license re-examination after a crash – sailed through its third and final reading on the House floor, with unanimous support, 96 votes for and 0 against!
- Check the updated status of our priority bills in the 2023 WA Bill Tracker.
tags: 2023 legislature, washington bikes, WrongOnRed

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